Air-brake.



No. 694,328. Patented Feb. 25, y|902.

- c. A.. sELE-Y.

AIRBRAKE.

(Auezionmed Angie, 19er., jCNo Model.) .zheetfs-Sheet I.

Patented Feb. 25, )QU-.v

No. 694,328. A

- c'. A. seu-1v. AIR BRAKE.. (Ap'puceion med Axg. 9, 190;.) l (No Model.) 2 Sheets-Sheet 2,

j .I C 'I A l A (j. l -7f7@ 4- y UNITED STATES PATENT OFFICE.

CHARLES A. SELEY, OF ROANOKE, VIRGINIA, A'SSIGNOR OF ONE-HALF T O WILLIAM H. LEWIS, OF ROANOKE, VIRGINIA.

AIR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 694,328, dated February 25, 1902.

Application tiled August 9, 1901. Serial No. 71,469. (No model.)

To all whom, it may concern: Y

Be it known that I, CHARLES A. SELEY, a citizen of the United States, residing at Roanoke, in the county of Roanoke and State of Virginia, have invented certain new and useful Improvements in Air-Brakes; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to certain new and useful improvements in air-brake systems for locomotives, and has for its object to so construct the same that the air-pumps and main reservoirs of engines can be utilized when two or more engines are coupled in handling a train.

Ordinarily and when two or more engines are employed in handling a train the airpumps and main reservoir of the leading engine only are used, the brake-valves of the following engines being cut out, because the feed of air from the valves of the following engines would interfere with the proper action of the brakes on the train unless the engineers in charge of the following engines should put the handles of their valves on lap or in cut-out position and stop the feed from their valves when the brakes are applied from the leadingengine. Uncertainty of action results under these conditions, and the necessity for absolute certainty of action in air-brake service requires the cutting out of the brake-valves of the following engines, and accordingly under the present ordinary system the labor of pumping air for the entire train is thrown upon the leading engine.

By the employment of the devices and connections constituting the subject-matter of my invention the operation of applying the brakes and at the same time utilizing the pumps and main reservoirs of all the engines is accomplished; and with these ends in view my invention consists in the construction and arrangement hereinafter more fully described, by means of which the brake application is made on a leading engine in theusual manner by making a reduction in the train-pipe pressure, which reduction in pressure does not act immediately upon the air in the train- 5o pipe ofthe train, but is bythe use of myimproved devices brought to act upon the equalizing piston-valve of the brake-valve of the following or second engine in the saine manner as if the reduction had been made from the equalizing-reservoir of said second engine, and thus causing a corresponding reduction to be made in the train-pipe of the train and applying the brakes in the usual manner, and thefdischarge of the train-pipe 6o the emergency discharge-port of the engi- 7o neers valve of the leading engine, while at the same time there is'a heavy discharge from the service discharge-port of thesecond and following engines, the total amount of' these openings facilitating free discharge of the airpressure and consequent quick action of the train-brakes.

In order that those skilled in the art to which my invention appertains may know how to make and use my invention, I will 8o proceed to describe the construction and operation of the same, referring by letters to the accompanying drawings, in which Figure l shows in side elevation the devices and connections applied and shown in relation to the brake apparatus of a pair of coupled engines. Fig. 2 is a vertical longitudinal section of what we denominate the trainpipe check-valve. Fig. 3 is a vertical crosssection of Fig. 2 and showing also a supple- 9o mentary emergency-application valve whichdoes not appear in Fig. 2. Fig. 4 is a side elevation of the controlling-cock employedin connection with the engineers valve, the

valve-plug and the ports or passages to the pipe connections being shown in section and dotted lines. Fig. 5 is a side elevation of the same looking in the direction of the arrow at In case of an emergency appli- 65 Fig. 4. Fig. 6 is a vertical section taken on the line a: o: of Fig. 5 and looking in the direction of the arrow at said figure.

iSimilar letters of reference` indicate like parts in the several figures.

Referring to Fig. l, the devices shown to the right of a central vertical line represent the connections on the front or leading engine and those on the left those of the second or following engine. A is the train-pipe of the engines, connected by hose and couplings between the engine and to the trainpipe of the train. Both engines are shown as equipped alike and as follows: In addition to the train-pipe A, main reservoir B, engineers brake-valve C, and their usual connections I have added the train-pipe check-valve D (see Figs. 1 and 2) in the train-pipe just in advance of the connecting-pipe E to the engineers brake-valve. Two pipes F G connect with this check-valve and also with a cock H near the engineers brake-valve, and a third pipel connects the cock H with the engineers equaliZing-drum J. The construction and operation of the cock H is as follows: The body has screw-threaded passages for connection to the en gineers brake-valve at 1, for connection to the equalizer-drum .I at I, for connection to the train-pipe check-valve at F -and G, and is formed with a Vent-port 2. The plug` 3 of the cock I-I is adapted to be used in two positions, (indicated by the block-numerals l and 2,) and its ports or passages when used on a leading engine are arranged as shown' in dotted lines and in section at Fig. 4, which arrangement will be referred to as positionfl. In this position the equalizingdrum J is cut into communication by way of pipe I, ports 4 and 5, and thence by the usual passages into the equalizing piston valve chamber of the engineers valve, permitting the airpressure to flow to and from the equalizing-drum in the usualand customary manner in ordinary brake service. At the same time the air-pressure passes through port 6, pipe G, and port R to the under side of piston P in the train-pipe cheek-valve D,

and thispressure, together with spring Q,

will raise piston P, which in turn will raise valve L and hold itopen for the free pasfsage of air-pressure through the train-pipe check-valve D. Thus it will be seen that the function of the cock I'I, with its ports arranged in the position called l, permits the usual and customary manner of operating airbrakes by permitting the air-pressure inthe equalizer-drum to perform its usual functions and also to cause the train-pipe check-valve to remain open, permitting the dow of airpressure through it in either direction of the train-pipe. In this position the Vent-opening 2 is closed and inoperative. The plug 3 of cock H on a second or following engine, when two or more enginesare haulingatrain,should be put in what may be called position 2, and the arrangement of the plu g-ports for this tion may require.

position is as shown inFig. 6. It will be seen that the communication is established between the engineers brake-valve and the train-pipe check-valve through ports 7 and 6, pipe F, and port O into the train-pipe checkvaive, permitting iiow of air-pressure from the train-pipe ahead of the train-pipe checkvalve through and into the equalizing pistonchamber of the engineers brake-valve. This position of the plug of the cock H also shuts off air-pressure from the engineers valve to the pipe G and establishes atmospheric pressure only from the under side of piston P in train-pipe check-valve D through pipe R, pipe G, groove in plug 3, and vent-hole 2. The purpose of this is hereafter more fully explained. The purpose of arrangement in position 2, as shown in Fig. 6, is to cut out the equalizer-drum and out in the train-pipe forward of the train-pipe check-valve, making it, in effect, the equalizing-reservolir for that engine, and this is further accomplished by the seating of the valve L, thus preventing flowV of air forward through the train-pipe check valve into the reservoir. The discharge of air on the head or leading engine is slight on making a brake application, being only that from the train-pi pe between the two check-Valves D of the two engines; but the discharge of the air from the train-pipe of the train is from the valve on the second engine. This feature or function affords a definite, distinctive, and unfailing signal to the engineer of the second engine that the engineer on the leading engine has made a brake application and that he is required to cooperate in han= dling the brakes, both by placing his brakevalve handle on lap, thus cutting ed the feed from his valve during the time the brakes are applied, and also to assist in releasing the brakes at the proper time and recharging i the train-pipe, as the necessities of the situa- The engineer on the sec= ond engine by placing hisvalveon the lap when he hears the sound of the air being discharged at his brake-valve will save the waste of air that would otherwise come from his feed-port and make a continuous blow-out of the exhaust-port after the train-pipe pressure had equalized, and by his assistance in releasing the brakes and vrecharging the train pipe the work of pumping air is shared with IOO IIO

the leading engine, brakes are released quicker, and the wear and tear of the equipment is lessened and equally distributed.

At Fig. 2 the interior of the train-pipe check-valve D is clearly illustrated, showin g the case or body K, valve L, arranged to seat and cut off iiow of air forward when a reduction of pressure has been made on the leading engine, but permitting the -ilow of' air rearward when the excess of pressure due to releasing or feeding is from the leading engine. This valve is slightly loaded by a slight spring N in order that it may be steadied under the Vibrations of engine movement and to quickly respond to a yreduction of pressure by seating. The port or opening at O is for connection with the pipe F for the purpose heretofore explained. Below the check-valve L is a piston P, the purpose of which is as follows: If an engine was'equipped with the devices and connections already described and an air connection was needed at the front end of the engine, it is obvious that the train-pipe check-valve Dvwould not permit the iow of air-pressure forward through the train-pipe andthat a by-passpipe or a device to hold the check-valve open when desired would be necessary. The function of the piston P and the spring Q is to hold the valve L up from its seat, and to thereby give free communication through when desired,- the action being as follows: The upper surface of the piston is exposed to train-pipe pressure, which tends to push it down to the bottom of its chamber. The lower su rface is normally under .atmospheric pressure only,

because unless it is desired to hold the checkvalve open all pressure on the lower sideV of' thepiston-is allowed to escape by way. of the openingR into pipe G and-cock H to the atmosphere by way of the groove in plug 3 andv vent-hole 2. This `being the case, the piston P is held down by the pressure above it, compressing the spring Q and permitting the check-valve L to seat. If it should be desired to raise the check-valve for passageoffairpressure through the valvefthe fcock H is turned to establish communication through the pipe G with the under side of the pistonl P, equalizing the pressure below and `above it, releasing spring Q, which will then raise it, and the stem of said piston will then raise and hold open the valve L, thus permitting a free passage of air forward. The practical advantage of this part of the device or of a by-pass in connection with the -check-valve will be found when occasion requires the back` ing up and pulling of an engine, or in case of the failure from any cause of Ythebrake apparatus of the leading engine-when the pipe` forward can operate the brakes of the forward engine, all of the brakes thenV being handled from the second engine.

The description of the construction and operation thus far given relates to the operation of the Valve in ordinary service braking and during which times the supplementary valve, which is shown at Fig. 3, remains pasf sive, but in emergency conditions said valve is brought into action, and I will now proceed to describe the same.

The valve S has a double seat, one above at S and one below at S2 and is held to its seats and steadied by the coil-spring T, which for said purpose is put under slight compression when located. With this construction air-pressure from the train-pipe ahead of the train-pipe check-valve D is admitted above the valve S through the horizontal channel or port U, and air-pressure from the train-pipe back of the train-pipe check-valve D is ad- Vcharge at the exhaust-opening. ltime, however,'thef reduction of the trainmitted through the channel or port V to the chamber contai-ning the'valve S, but between the seats S S2. The relative areas ofthe top ofthe valve S, which is exposed to the downward pressure of the air admitted through the channel or port U, and the bottom, whichY is exposed vtotheV upward pressure exerted by' the air admitted'through the channel or port V, are such that any ordinary service application will not sufficiently unload the top of the valve to permitv the pressure against the under side to raise said valve. If, however,` an emergency application is made on the lead' ing engine, the train-pipe willbe immediately emptied as far back as thecheck-valve Dof the following engine and by means"l of the vport or connection Fto the equalizing-chamber and piston ofthe engineers valve, causing movement of the piston and aheavy'dis'- At the same pipe pressure acts through the channel or port U, relieving the air-.pressure from the top of of said valve'through the channel or portiV Vwillthen raise said valve and establishing vvalve S. rThe pressure against the under side communicationbetween*channel or 'port`V and the oblique channel or port W and with `'the chamber under the'piston P. As heretofore explained the piston Pris held down to the bottom of its chamber by the air-pressure above it, coming from the ltrain-pipe'ahead of the check-valve D; but under the emer- IOO gency application vthis air-pressure is taken o andthe pressure from the train-pipe back ofthe check-valve D` now passes by the ports V andW to the underside of the pistonP,

forcing it up sufficiently to in turn raise the valve L fully "open, whereupon the iiow of air-pressure passes forward from the train# pipe of-the train through the valve D and the engine.

essary for quick action of -the train-brakes in an emergency, in` which action the engineer 'on' the second engine 'may assist by putting his valve in the emergency'position if aware Vof danger; I'Inlany event 11e will be duly warned by the discharge Vof air from the exhaust-port of his valve of a brake application and can then at least place his valve on lap.

NVhen the train-pipe pressure has` been fully exhausted, as by an emergency application,

-down by theair-pressure above it, spring'N will seat valve L, and the" entire apparatus -Y Atrain-pipe ahead to the emergency exhaustlport of the engineersvalve of the leading The free passage' thus made for the flow of airrpermits the quick reduction nec will be restored to normal conditions for use in the usual manner.

Having described the construction and operation of my improvements, what I claim as p Parent new, anddesire to secure'by Letters is 1. In an air-brake system, the combination, with the train-pipe and engineers brakevalve, of a check-valve, placed in the trainpipe at a point in advance of the connection between the train-pipe and the engineers brake-valve, said check-valve provided with a pipe connection by which air-pressure can pass from the train-pipe ahead of the checkvalve, to the equalizingchamber of the engineers brake valve, substantially as described.

2. In an air-brake system, means for cutting out ofthe equalizing-drum pressure from the equalizingchamber and valve of the engineers brake-valve, and the substitution therefor of the pressure in the train-pipe ahead of a check-valve, so placed as to prevent ow or air-pressure forward through the check-valve, said pressure to fiow through suitable connections from the train pipe ahead of the check-valve to the equalizingchamber of the engineer brake-valve, substantially as and for the purpose described.

3. In an airbrake system, the combination With the train-pipe and engineers valve of a check-valve placed in the train-pipe at a point in advance of the connection between the train-pipe and the engineers brake-valve, said check-valve so arranged as to prevent flow of air-pressure forward, except when held open by the action of a spring, said spring to be compressed or released by action of a piston operated by air-pressure from below by means of a cock in a pipe connecting the cavity under the piston with the engineers brake-valve at a suitable point, substantially as and for the purpose described.

4. In an air-brake system, the combination with the train-pipe and engineers valve, of a train-pipe check-Valve, placed in the train-pipe at a point ahead of the connection of the train-pipe to the engineers Valve, said check-valve being provided With a supplementary valve With-a double seat, and with ports for the passage of air-pressure, substantially as and for the purpose described.

5. In an air-brake system, the combination with the train-pipe and engineers valve, of a train-pipe check-valve located in the train-'pipe at a point in advance of the connection of the train-pipe with the engineers valve, said check-valve having a pipe connection with a controlling-cock; a pipe connecting the chamber under the spring-piston of the `train-pipe check-valve with The controlling-cock; a pipe connecting the equalizing-drum With the controlling-cock and a connection between the controlling-cock and the 'engineers brakevalve leading into the equalizing piston valve chamber, substantially as and for the purpose described.

In testimony whereof I affix my signature in presence of` two Witnesses.

CHARLES A. SELEY.

Witnesses:

LAWRENCE S. DAVIS, JNO. SAUNDERS. 

